Automobile transmission and control system



E. H. J. c. GILLEI T AUTOMOBILE TRANSMISSION AND CONTROL SYSTEM July 20, 1937.

Filed Jan. 12, 1935 4 Sheets-$heet l ffi wm v m wnwhiw MG a, J m W a an O J O E N o w m m\ Q\ wm m? mos mm Q a w w? MW Rm Q Q mm o \k 1 m? \N S n w n? fink m m WW F \N S v%\ m g July 20, 1937- E. H. .1. c. GILLETT AUTOMOBILE TRANSMISSION AND CONTROL SYSTEM 4 Sheets-Sheet 2 Filed Jan. 12, 1933 3 Q m w w W. W 2 a, 9 M 9 a0 OW H a a w m 2 7 W a 0 w m 0 MNWJI I 9 m 6 2 4 July 20, 1937 i H. J. c. GILLETT 2,087,643

AUTOMOBILE TRANSMISSION AND CONTROL SYSTEM Filed Jan. 12, 1955 4 Sheets-Sheet s 4 1/07 W m6 O O a a we 2; 62 g M194 44 7i i I 1 I 4:19

frwenlzr 12070. aT' za-zt y 1937- a. H. J. c.- GILLETT 2,087,643

AUTOMOBILE TRANSMISSION AND CONTRGL SYSTEM Filed Jan. 12, 1955 4 Sheets-Sheet 4 Patented July 20, 1937 UNITED STATES PATENT OFFICE AUTOMOBILE TRANSMISSION AND CONTROL SYSTEM Edward Henry James Cecil Gillett, Hampstead, London, England Application January 12, 1933, Serial No. 651,437

' In Great Britain January 14, 1932 29 Claims. (01. 192 s.5)

' The invention has as its general object the sim- I pliflcation of the driving of the vehicle and in" particular to eliminate the necessity for the exercise of special skill on the part of the driver both in starting the vehicle from rest and in changing gear. The said simplification of driving is accomplished in the present invention by suppressing the functions of the usual clutch pedal. To this end power means are provided for operating the clutch, said power means being controllable by the engine or manually. In this way the usual clutch pedal may be entirely dispensed with; but it is preferably retained and means provided for selectively suppressing the action of the clutch-operating power means so that the control of the clutch may be carried out either autovmatically or in the normal manner by direct foot operation at the option of the driver.

The provision for optional reversion to the nor- 5 mal control of the clutch is of advantage for the purpose of parking the vehicle and manoeuvring in confinedspaces since it permits of slipping the clutch to any desired extent.

The control of the power means for clutch operation by the motor is preferably effected through the agency of centrifugally acting means so that the clutch is automatically disengaged when the speed of themotor falls below a predetermined number of revolutions per minute.

This ensures an easy start of the vehicle from rest, the clutch being automatically engaged when the motor is accelerated from its idling speed, the engagement of the clutch being positively but smoothly and progressively effected as hereinafter more fully described.

In order to facilitate gear changing the manual control of the clutch-operating power means is preferably effected in conjunction with the gear shifting operation. To this end an interconnection is provided between the gear shift lever and the controlling means of the clutch-operating i power means. The arrangement is such that the main clutch is automatically disengaged while the change of gear is being eiiected,v re-engagement of the clutch at the conclusion of the gear shifting operation being automatic.

In order to ensure easy and certain changes of gear the variable speed gear may be of a silent engaging type, such for example as, epicyclic t5 gearing controlled by brake bands or gearing of sectioned of the rear part of Fig. 1.

the kind embodying in itself synchronizing means.

Alternatively the present invention includes the provision of means for isolating the variable speed gear, such means consisting in particular 5 of a unidirectional coupling mounted on the driven shaft of the variable speed gear.

The said unidirectional coupling constitutes a free-wheel drive and in order to render freewheeling selective at the option of the driver 10 locking means are preferably provided for rendering the said unidirectional coupling bidirectional at will.

Provision is also made for operating the locking means of the unidirectional coupling concur- 15 rently with theoperation of the main clutch so that when the driver's control for selective freewheeling is in the flxed" position, the unidirectional coupling is nevertheless temporarily unlocked to allow overrun of the driven road wheels 20 whenever the main clutch is disengaged, thereby allowing of easy gear-changing. In order to prevent the transmission of shocks to the unidirectional coupling the driver's control for locking the same is preferably made preselective, the. 25 looking only becoming effective concurrently with re-engagement of the main clutch after a preliminary disengagement thereof.

The invention consists in the novel features and combinations as above set forth and as hereinaf- 30 'ter more fully disclosed in and by the following description, with reference to the accompanying drawings of a constructional embodiment of the invention, and as defined in the claims, which drawings and claims form part of the present 35 specification. In the drawings:-- -Fig. 1 is a general view in side elevation of the power unit of a motor vehicle including the motor, clutch, variable speed gear and an isolating 4'0 coupling at the end of the variable gearremote from the engine, together with the control means for the various parts.

Fig. 2 shows the forward part of Fig. 1 to a larger scale, the power device for operating the 45 clutch being shown in vertical longitudinal section.

Fig. 2" is a diagrammatic showing of the essential parts of the clutch. 50

Fig. 3 illustrates a detail of the power device as viewed in section along the line 3-3 of Fig. 2'.

Fig. 4 is a view on a larger scaleand partly Fig. 5 illustrates a detail of the. showing of Fig. 4 as viewed in an irregular section taken generally along the line 55 of Fig. 4.

Fig. 6 illustrates a modification employing a variable speed gear with automatic synchronizing means, said speed gear being viewed in lon-' gitudinal vertical section.

Fig. '1 illustrates in longitudinal vertical section an alternative form of pump for feeding the power device more particularly shown in Fig. 2.

Figure 8 shows the pump of Figure '1 in plan section.

Fig. 9 is an isometric view partly in section showing details of Figs. 4 and 5.

Referring to Figs. 1 to 5:-

The power unit of the vehicle includes a motor III, a clutch casing l I, a. variable speed gear housing l2 and a housing [3 containing an isolating coupling arranged between the variable speed gear and the propeller shaft l4 which drives the road wheels. 1

The housing I I contains a main friction clutch,

.the construction of which may follow any of the forms usual in automobile engineering practice. For the sake of cleamess, however, the essential parts of the clutch are' illustrated in a highly diagrammatic form in Fig. 2 in which a driving member I5 is shown as mounted on the motor crank shaft l 5 and a driven member 11- is mounted in slidable driving relation with a driven shaft 43 and is biased to engagement with the driving member 16 by a spring 85 which seats on a fixed abutment 81. Disengagement of the driven clutch member l1 from the driving member [6 fork 13 in theclutch disengaging direction, the

is efiected by means of a withdrawal race I8 and a striking fork I9 which are also shown in Fig. 2.

The striking fork I9 is mounted on a cross shaft 20 which carries externally to the casing II a cam having two lobes 2| 22, the lower lobe of which is engageable by an adjustable screw stud 33 carried by the arm 24 of a three-armed lever 23, 24, 25 pivoted externally to the casing II and to whose arm 23 is secured a strong tension spring 21 anchored to a suitable fixed part of the vehicle, such for example as the motor crank case as shown in Fig. 1. The spring 21 normally acts to disengage the clutch by the pressure of the stud 33 on the cam lobe 22 which rocks the striking spring 21 being sufliciently powerful to overcome the clutch engaging spring 86. The clutch is also disengageable by means of apedal 29 mounted on the end of a lever 28, the lower part of which carries a projection 3i engaging the ,upper cam lobe 2 I, to effect disengagement of the clutch.

A light spring 30 is provided for biasing the, pedal lever 28 to clutch engaging position. Thelower part of the lever 28 also carries a projecting pin 32 which engages the lever arm 23 when the pedal is fully depressed, for a purpose hereinafter described.

The end of the lever 23 is coupled to a rod 13 actuated by a power de'vice generally indicated at 10 in Fig. 1 which is operative to move the rod 13 to the left in Figs. 1 and 2 to overcome the tension of the spring 21 and rock the lever 23, 24, 25 in an anti-clockwise direction, which permits the engagement of the clutch I5, l1 by the spring by withdrawing the stud 33 and allowing the cam 2|, 22 the shaft 20 and the striking fork I! to rock in a' clockwise-direction.

. In orderv to compensa for wear in the various parts and to ensure that the clutch engaging spring 85 is freed from counter pressure when the clutch is fully engaged, the stud 33 may be adjusted so tha when the rod 13'is at the end 1|! is not suitable.

position.

gaging position.

of its clutch engaging travel there is a'small clearance between the stud and the cam lobe 22.

When the rod 13 is in clutch engaging position disengagement of the clutch may still be effected by means of the pedal 29, the cam lobe 22 moving away from the stud 33.

In order to suppress the'action of the power device to enable the clutch to, be operated directly by the pedal in the usual way, means are provided for locking the lever 23, 24, 25 in clutch engaging position. These means'comprise a pawl 34 arranged to engage the lever arm 25 in the clutch. engaging position and prevent its return to the clutch disengagingposition under the action of the spring 21.

The pawl 34 is biased by alight spring 35 to the position for engaging the lever arm 25 by moving a under it. The lower end of the pawl 34 carries a pin 35 engaged in a slot 31 at the end of a rod clockwise direction, thus freeing the pawl 34 for ,movement into'position forl engaging the lever arm 25. If the latter is in the clutch disengaging 'position,-the pawl 34 is blocked against movement but on bringing the lever 23, 24," 25 into clutch engaging position the pawl 34 is freed for I movement under the action of its bias spring 35 so as to engage the end of the lever arm 25 and prevent the return of the lever 23, 24, 25 to clutch disengaging position. The action of the knob control 68 is thus preselective and becomes effective onbringing the lever 23,24, 25 into clutch engaging position, such preselective action being made possible by the pin and slot connection 36, 31.

This arrangement enabling the clutch to be operated by the pedal in the usual way is of great use in parking the vehicle and manoeuvring it in confined spaces, since it permits slipping of the clutch to any extent desired by the driver, for which power operation of the clutch by the device Since the power device 10 is inoperative when the engine is not running and the clutch is then normally disengaged by the spring 21 independent means are provided for bringing the lever 23, 24, 25 into clutch engaging This means comprises the pin 32 mounted on the'lower end of the pedal lever 25. On fully depressing the latter the pin 32 engages the lever arm 23 to" rock the same in an anticlockwise direction, at the same time extending i the spring21 and permitting the pawl 34 to clear the arm 25 and move into position to engage the latter and lock the lever 23, 24, 25 in clutch en- In this way it is possible for the driver to engage the clutch with the motor not running when the vehicle has been left standing with the lever 23, 24, 25 in the clutch disengaging position, the operation being to pull out the knob 58, depress the pedal v29 to its fullest extent and release it again. This is particularly useful in enabling the motor to be started by pushing the vehicle, or for restarting the motor after any voluntary stall by means of the inertia of the momentum of the vehicle. j

The power means for clutch operation generally illustrated at 10 in Fig. 1 is shown in. section in Fig. 2. The power means 19 comprises a cylinder 1| in which is slidable a piston 12 coupled to the rod-18. The working space of the cylinder 1| is supplied by a pump 14 having a pair of 5 inter-meshing gear wheels 15, 18 of which the former is mounted on a shaft 11 permanently driven by the motor through drive means (not illustrated) which may be of any convenient kind. The pump 14 draws oil from the motor sump and may conveniently serve for supplying the motor lubrication system as well as the power means 19. The delivery of the pump 14 to the power means is by means of a pipe 18 and is dontrolled by a pair of valves 19, .89 arranged to /open or close by-passports 8|, 82 respectively. Whe'n both these ports are closed by their respective valves 19, 89 (as shown in Fig. 2) the oil is delivered to the cylinder 1| and builds uppressure behind the piston 12, forcing the latter into 20 the position shown in Fig. 2 and thereby rocking the lever 23, 24, into clutch engaging position.. When the piston 12 has reached the end of its 1 travel as shown in Fig. 2 it uncovers a port 84 in the side of the cylinder 1| through which the 25 excess oil delivery is passed to the pipe 98 and thence tothe sump. Pipes 85 connect the ports 8|, 84 with the pipe 93. i

When either of the valves 19, 89 is moved to a position for opening its respective portv 9|, 92 the 39 oil delivery from the pipe 18 is delivered direct to the sump through the pipe 93, thus releasing the pressure behind the piston 12, whereupon the spring 21 returns the .lever 29, 24, 25 to clutch disengaging position, thereby -disengaging the clutch.

' The valve 19 is mounted ,on the end of a vertical 'rod 99, the upper end of which is pressed downwards by a spring 9| to urge the ":alye 19 into position for opening the port 9|.

' The rod 99 carries by means of a. bearing 99 an inverted cup-shaped member 94 engaged by a plurality of balls 95 carried in diametrica: slots 99 formed in a dished member 91 (see Fig. 3).

The member 91 is mounted on a sleeve 98 surrounding the rod 99 and carries at its lower end a gear 99 meshing with a gear I99 driven by the motor through any convenient drive means.

The centrifugal force exercised by the balls 95' owing to their rotation causes them to press on the underside of the member 94 thereby loreing it and with it the valve rod 99 upwards against the spring 9I. The upward movement of the rod' 99 and valve 19 thus depends on the speed of .the member 91 and when this speed exceeds a certain value the rod 19 will be lifted far enough to close the port 8| and apply pressure to the piston 12. The speed at which this'occurs may I be regulated by adjusting the pressure of the spring 9| for which purpose an adjustable screw.

00 abutment 92 is provided. Since'it is desirable to set the valve 19- toclose the port 8| at a 1 fairly low speed of motor revolution it is desirable to limit the load imposed on the members 94, 99 etc.. by the balls 95 at high rates of revolution.

This is automaticallyv provided for in that when the member 84'is raised sufliciently to close the port 8| the balls 95 come in contact with the rim of the dished member 91 which .resists'any excess of centrifugal force developed by the balls at high rates of revolution.

H I By .the above described centrifugal governor means smooth engagement of the clutch when starting from restis assured since with .the englue-idling the port 8| is open and the power device inoperative. O'n speeding the engine up above a speed selectable by the adjustment of the screw abutment 92 the power device is brought into operation and oil pressure is steadily accumulated behind the piston 12 and the force of the 5 spring 21 gradually overcome to permit progressive engagement of the clutch. Since increase of pressure behind the piston 12\.depends on the delivery of the pump 14 the more quickly the en- -8ine is speeded up the faster will be the rate at 10 oil from the engine sump and delivers it to the pipe 18, the suction and delivery ports of the pump being controlled by suitable non-return valves I46, I41. With this type of pump the de- 0 livery is directly proportional to its speed of operation and is independent of the temperature and viscosity of the oil, so that the rate of engagement of the clutch which is directly proportional to the rate of delivery of oil to the cylinder 5 1| is also directly proportional to the speed of the motor, .so that withthe form of pump illustrated in Fig. 7 the rate of clutch engagement is independent of the temperature and viscosity of the oil. 30

The valve 89 is biased by a spring I9I to a positlon in which the port 82 is closed so that normally the position of the valve 89 corresponds with clutch engagement. The valve 89 is coupled to a rod I92 which is actuated by mechanism 35 illustrated in Fig. 4. 8

Referring to Figs. 1, 4,. and 5 at the top of the variable speed gear casing I2 is mounted a gear change lever I95 of the ordinary kind whose lower end is adapted for operating the gear selecting 40 mechanism. The lever I95 is fulcrumed at I96 in a support |91 which is rotatable transversely and slidable longitudinally in a housing l98.forming an upward extension of the variable gear casing In the support I91 is formed a circumferential V shaped groove I99 which engages the upper end of a vertically slidable pin II9 whose lower end engages a pawl III mounted on a crossshaft I94 which carries externally a lever I93 coupled to 50 the rod I 92. The shaft I94 also carries a pawl H2 which engages a curved tooth Il4 mounted on the lower part of the lever l95. The pawl I I2 is provided with a projection II3 against one side or other on which the curved tooth II4 nor 55 slide the support I91 longitudinally in the direc- 0 .tion of said movement, the lever being prevented from rocking appreciably on its fulcrum I99 by the engagement of the tooth I I 4 with the flank of the projection Ill. The movement of the support I91 by displacing the groove I99 forces the 5 pin II9 downwards against the pawl III thereby rocking the shaft I94 and with it the external lever I93 in a clockwise direction. j

The rod I92 is thereby pulled to the left in Figs. 1, 2 and 4 and moves the valve 89 against the pressure of the spring I9I to open the port 82 thereby releasing the oil pressureiin the cyl- 'inder 1| and allowing t e'spring 21 to disengage Continued movement of the lever I now rocks it about its fulcrum I06 to effect the required change of gear. When this movement has been 5 completed and the new gear engaged the lever is released whereupon the support .I 01 is centralized by the means illustratedin Fig. 5, consisting of a plunger H5 loaded by a spring II6.

The end of the plunger H5 is of conical form '7 and engages the groove I03 so that it acts to urge the support I01 to a central position. The

centralizing of the support I01 allows the pin IIO to rise into its normal position in which its upper point rests in the bottom of the groove I00. The raising of the pin IIO allows the elements I04, I03, III, II2 to rock back into their normal position, the tooth II4 being again'engaged with the projection II3.

The curvature of the tooth I I4 is struck in an arc from-the center of "the support I01 so that its engagement with .the pawl I l2'is not affected by sideways rocking of the gear shift lever I05.

Further the projection H3 is shaped so that the tooth II4 can engage with either flank thereof according as the gear shift lever I05 is in a forward or rearward position corresponding to the particular gear selected.

By this means it will be seen that the gear shift lever I05 is not operative to shift the gears until by movement of the support I01, it has operated to disengage the clutch; further the clutch cannot be re-engaged until a gear engagement has been effected since rocking of the pawl II 2 in the clutch engaging direction is blocked by the engagement of the tip of projection II3 with the tooth II4 except when the lever I05 is in one or other gear engaging position,

The isolating coupling contained in' the casing I3 will now be described.

. In the form of construction illustrated thisis arranged for isolating the variable speed gear when the main clutch is disengaged to facilitate gear-changing and is also provided with control means giving optional free-wheeling.

Referring to Fig. 4 the output shaft 44 issuing from the rear end of the variable gear casing I2 carries the annulus member ll1 of a free-wheel coupling of the roller ratchet't'ype, the rollers being indicated at IIB-and the driven member at II9. A prolongation of the member II9 constitutes a drum I20 round which is wound a coil spring I2I having one end I22. secured to the member II1, while the other end I23 is secured to a male cone member I24 which is rotatable relatively to the member -I I1.

' The male cone member female cone member I25 slidably but non-rotatably mounted on a shaft I26 secured to the drum member I20. The female cone member I25 carries by means of a bearing I21 a collar I28 which is engaged by a striking fork I30 mounted on a rocking shaft I3I.

The female cone 'I25 is urged to engagement with the male cone I24 by springs I23 acting on the collar I28 and the striking fork I30 is rockable for disengaging the cone members I24, I25

- by means of a lever I32 whose shaft carries an.

external lever having two arms I33, I34;

The engagement of the cone members I24, I25 has the effect of coupling theend I23 of the spring I2I with the driven shaft I25 so that any relative rotation between the shafts I26 and 44 permitted by the free-wheel coupling H1, H8, I I9 has the effect of winding the spring I2I on to 4 is engageable by a. b

the drum- I20, whereupon the well known self-enso that the tooth I I4 can clear the projection -I I3.

gaging property of a coil spring and drum clutch comes into operation to bring about tight engagement of the drum and spring, the latter being wound in the appropriate direction to resist relative rotation of the shafts I26 and 44 in .the sense permitted by the free-wheel coupling H1, H8, I I9. Thus the engagement of thecones I24, I25 renders the isolating coupling bidirectional and locks the free-wheel against overrun.

The employment of a coil spring and drum for locking the free-wheel together with an auxiliary cone coupling for initiating theeneage ent of Y the spring on the drum allows of the locking being efiected without serious shocks while the cone I coupling is only required to carry a torque load sufficient to initiate the engagement of the spring and may, therefore, be kept to; small dimensions.

Operation of the lever I33, I34 to disengage the coupling I24, I25 is effected by a lever I35 to which is coupled one end of a rod I36 whose other end is coupled to an arm 89 secured to the clutch actuating cam 2i, 22. On movement of the cam to disengage the clutch the lever I35 is rocked clockwise and the lever arm I33 is pressed in an anti-clockwise direction to actuate lever I32 and striking fork I30 to disengage the coupling I24, I25 so that whenever the main clutch is disen-' gaged the free-wheel device H1, H8, H9 is unlocked to permit overrunning of the driven road wheels which are connected to shaft I26 through the propeller shaft I4 and the usual universal joint I46.

The overrunning clutch II1, II8, IIB then serves in conjunction with the main clutch to isolate the variable speed gear and facilitate gearchanging. On re-engaging the main clutch the coupling I24, I25 is-re-engaged by its springs I29 to lock the free-wheel coupling and restore bididirectional drive between the variable speed gear and the driven road wheels.

For obtaining permanent free-wheeling at the option of the driver a knob I4I mounted on the dash board 69 controls a flexible cable connection I33 which actuates a pawl I31 through a spring connection I40. Pawl I31 has a hook-shaped end adapted to engage the end of lever arm I34 and hold it inposition for disengaging the coupling I24, I25. The pawl is biased to engaging drive, the free-wheel coupling only becoming unlocked for overrun when the main clutch is disen- I31 from the lever arm I34 on subsequently disengaging the main clutch momentarily to en age the lever I35 with the arm I33 and relieve the said locking action. I v f To revert to free-wheel drive knob I4I is spring I40, which only acts to release the pawl pushed in whereupon the pressure of spring I40 is released, pawl I31 being returned to engagement 'with arm I34 as soon as the latter is rocked into long as the vehicle coupling disengaging position by a 'further disengagement of the main clutch.

In this way the knob control I is preselective in both directions requiring a disengagement of the main clutch for its action to become eflective. This gives an important advantage in eliminating shock on the coupling I24, I25 and more particularly in preventing the engagement of the spring and drum coupling l2l, I under load. By this meanslocking of the free-wheel can onlytake place concurrently with the engagement of the main clutch, thus eliminating shocks. 1

To provide for locking of the free-wheel when engaging reverse gear even if the knob control MI is in free-wheeling" position a flexible cable connection 88 is established between pawl I31 and the reverse gear selecting means of the variable speed gear. On engaging reverse gear the cable 88 is pulled to disengage pawl I31 from arm I34 to release the latter for return to coupling engaging position. Since the main clutch will normally be disengaged on engaging reverse gear there will be no locking action between pawl I31 and arm I34 and henceno yielding means need be incorporated'in cable control 88.

By adopting optional fixed drive by useof the knob control l4| the -may be utilized. If. it should happen that durbraking eflect of the motor ing the declutching necessary for making effective the action of the pre-selective knob control l4l the motor speed falls sufiiciently to disengage the main clutch by the. action of the centrifugal governor it is only necessary to speed up the motor slightly to effect .re-engagement after which the main clutch will remain engaged as keeps the motor turning faster. than the speed at which the centrifugal governor disengages the clutch. In general this speed will be slow and-the utility of motor-braking is inconsidrable at slow motor speeds. In descending hills in a low gear the motor will generally be kept turning well above the clutch disengaging speed.

The detail construction of the variable speed gear may be of any suitable known form. In Fig. 6 a specific form is illustrated having automatic gear-synchronizing means and offering certain advantages in combination with the clutch controlling means and other features of this invention.

With the iormof variable speed gearillustrated easy gear-changing can be effected in conjunction with the gear-shift leve -controlled poweroperated clutch of. the present invention without the use of isolating coupling means between the variable speed gear and the driven road wheels as exemplified in the drawings by the elements contained in housing l3.

These coupling, means and the control means therefor are however preferably retained even when thevariable speed gear is of the kind illustrated in Fig. 6, inorder to obtain optional treewheeling in the manner hereinbefore described. Referring to Fig. 6; the gear trains for top gear (direct drive) and the next highest gear ratio are shown.

The driven internally toothed wheel 42 (located within the variable speed gear housing l2) and a recess in which is housed the spigot end of a splined shaft externally toothed 44 which forms the output shaft of the variable speed gear and has loosely mounted thereonan wheel 45 and an internally toothed wheel 46. The externally toothed wheels after astall or by shaft 43 of the main clutch com-- prises an externally toothed .wheel 4| and an to!" is decelerated below constant mesh with externally 41, 48 formed integrally on 9.

4|, 45 are in toothed wheels layshaft 49.

Slidably mounted on the splined part of shaft 44 is a splined sleeve 50 having externally toothed wheels 5|, 52 adapted to engage respectively with the internally toothed wheels 42, 46 and comprising also a circumferential groove 53.

The internally toothed wheels 42, 46 have formed on their outer surfaces male cones 51,

, 58 adapted to engage with corresponding female cones on a sleeve 59 slotted longitudinally at 50 to receive a lug iii of a ring 62 engaging with the groove 53 of the splined sleeve 50 and having a spring loaded detent 53 adapted to engage a notch 64 in the inner face of the sleeve 59. The lug Si is bolted to an outer sleeve 65 slidable on sleeve 59 and having a groove 66 engaging a selector finger 54. The selector finger 54 is carried by a slidable member 55 engaged by the lower end of the gear-shift lever I05.

When the selector finger neutral position it carries with it the sleeve 65, ring 62 and sleeve 50. I The ring 62 by means of the detent 63 and notch, moves the sleeve 59 until one of its female cones engages the corresponding male cone 5'! or 58, whose frictional engagement thus brings its rotational speed into synchronism with that of the sleeve 59, the splined sleeve- 50 and hence of the shaft 44. Further movement of. the selector finger brings into engagement silently and without shock the pair of externally and internally toothed wheels- 5|, 42 or 52, 46 corresponding to the male cone 5'! or 58 engaged by the coned sleeve 59, the detent i3 slipping out of engagement with the notch 64 to allow the further movement of the sleeve 50. 0n bringing the selector finger 54 back to the neutral position the detent 63 and notch 54 re-engage.

The variable speed gear will usually include three or more speeds and a reverse gear. The gear trains for the lower speeds are not illustrated herein but may be provided with automatic synchronizing means similar to those shown for.the two higher speeds, and the construction, of the reverse gear means may follow the usual automobile engineering practice and is therefore not illustrated.

By the means of the ,present invention the advantages of easy gear-changing, elimination of -foot operation of the clutch, selective freewheeling and motor-braking are thus secured in a novel and effective manner, together with elimination of extra controls for reversing, while the loot operation. of the clutch may be reverted to when required and the motor may be started through the clutch by the inertia of the vehicle pushing the vehicle in the manner commonly utilized for a first start in cold weather.

What I claim is:-

1. In an automobile; amotpr, a clutch, clutchoperating power means, a variable speed gear and gear-changing means, together with means actuated by the operation of said gear-changing means for controlling the clutch operating powclutch during changes of gear and clutch controlling means responsive to the motor speed to the m0:

bring about clutch disengagement when aselected speed. t

2. In an automobile,

is moved from the the combination with a I 7 motor and driven road wheels, of a variable speed gear, a clutch disposed between the motor and the variable speed gear, power means for operating said clutch, gear-changing means, means actuated by the operation of said last named means for controlling said power means to bring about disengagement I of said clutch during changes of gear, and a free-wheel device operative between the variable speed gearand the driven road wheels and serving in conjunction with the power operated/clutch to isolate the variable speed gear to facilitate gear-changins.

, 3. In an automobile, the combination with a motor and driven road wheels, of a variable speed gear, a clutch disposed between the motor and the variable speed gear, power means for operating said clutch, gear-changing means, means actuated by said last named means for controlling said power means to bring about disengagement of said clutch during changes of gear, a free-wheel device operative between the variable speed gear and the driven road wheels and serving in conjunction with the power operated clutch to isolate the variable speed gear to facilitate gear-changing and means, for locking the free-wheel device and rendering it inoperative.

,4. In an automobile, the combination with a motor and driven road wheels, of a variable speed gear, a clutch disposed between the motor and the variable speed gear, power means for operating said clutch, gear-changing means, means actuated by said lastnamed means for controlling said power means to bring about dis-1 engagement of said clutch during changes of gear, and a free-wheel device operative between the variable speed gear and the driven road wheels and serving in conjunction with the power operated .clutch to isolate -the variable speed gear to facilitate gear-changing, together with independently controlled means for locking the free-wheel device to suppress its operation for the purpose of utilizing the braking effect of the motor. r

5. In an automobile, the combination with a motor and driven road wheels, of a variable speed gear, a clutch disposed between the motor and the variable speed gear, power means for operating said clutch, gear-changing means, means actuated by said last named means ,for controlling said power means to bring'about disengagement of said clutch during changes of gear, a free-wheel device operative between the variable speed gear and the driven road wheels and serving in conjunction with the power openated clutch to isolate the variable speed gear to facilitate gear-changing and means actuated by the gear-changing means for locking the freewheel when reverse gear is engaged.

6. In an automobile, a clutch, a variable speed gear of the silent-engaging type, gear-changing means, power means for operating said clutch and means actuated by the operation of said gear-changing means for controlling said power to the motor speed to bring about clutch disengagement when the motor is idling and progressive engagement otthe clutch when the motor speed exceeds a predetermined value. a

'8, In an automobilathe combination witha motor and driven road wheels of a variable speed gear, a clutch disposed between the motor and the variable speed gear, a free-wheel device operative between thervariable speed gear and the driven road wheels and serving in conjunction with the clutch to isolate the variable speed gear to facilitate gear-changing free-wheel locking means, means actuated by the operation of said clutch for controlling said free-wheel locking means to lock said free-wheel device against overrun when the clutch is engaged and release .it for free overrun when the clutch is disen- 9. In an automobile, the combination with a motor and driven road wheels of a variable speed gear, a clutch disposed between the motor and the variable speed gear, a free-wheel device onerative between the variable speed gear and the driven road wheels and serving in conjunction with the clutch to isolate the variable speed gear to facilitate gear-changing, and means actuated i by the operation of said clutch for locking the free-wheel device against overrun while the clutch is engaged, together with gear-changing means, a power device for operating the clutch and means actuated by the operation of said gear-changing means for controlling said power device to bring about disengagement of the clutch during changes ofgear.

10. In an automobile, the combination with a motor and driven road wheels of a variable speed gear, a clutch disposed between the motor and the variable speed gear, a free-wheel device operative between the variable speed gear and the driven road wheels and serving in conjunction with the clutch to isolate the variable speed gear to facilitate gear-changing, means for selectively locking the free-wheel device against overrun, means actuated by the, disengagement of the clutch for releasing the free-wheel device for free overrun when selectively locked, and means preventing said selective means from becoming operative to lock the free-wheel device except concurrently with the engagement of the clutch.

11. In an automobile, the combination with a motor and driven road wheels of a variable speed gear, a clutch disposed between the motor and 'the ,variable speed gear, a free-wheel device op gerative between the variable speed gear and the means to bring about disengagement of the clutch idriven road wheels and serving in conjunction during changes of gear, amotor, and clutch controlling means responsive to the motor speed to bring about clutch disengagement when the motor is decelerated below a selected speed.

'7. In an automobile, a clutch, a variable speed gear, gear-changing means, power means for op-. erating said clutch and means actuated by the operation of said gear-changing means for controlling 'said power means to bring about disengagement of the clutch during changes of gear, a motor, and clutch controlling means responsive with the clutch to isolate the variable speed gear to facilitate gear-changing, means-tor selectively locking the free-wheel device against. overrun, means actuated by the disengagement of the clutch for releasing the free-wheel device for free overrun when selectively locked, and means preventing said selective means from becoming concurrently with the engagement of theclutch, together with gear-changing means, a power device for operating the clutch and means actu operative to lock the free-wheel device except ated by the operation of said gear-changing means for controlling said power device to bring about disengagement of the clutch during changes of gear.

12. In an automobile the combination with a motor, a variable speed gear and gear-changing means, of a clutch, a power device operative on said clutch, motor driven centrifugal governor means controlling said power device to brin about clutch-disengagement when the motor is idling and progressive engagement of the clutch when the motor exceeds a predetermined speed and means actuated by the operation of said gear-changing means for controlling said power device to bring about clutch-disengagement during changes of gear.

13. In an automobile, the combination with a motor, a clutch, a variable speed gear and gearchanging means, of power means utilizing a fluid as its working substance and including a cylinder and a clutch-operating piston movable in said cylinder and valve means actuated by the operation of said gear-changing means for controlling the fluid pressure in said cylinder to bring about clutch-disengagement during changes of gear, together with motor driven centrifugal governor means and valve means actuated thereby for controlling the fluid pressure in said cylinder to bring about clutch-disengagement when the motor turns at less than a predetermined speed.

14. In an automobile, the combination with a motor, a clutch, a variable speed gear and gearchanging means, of power means utilizing a fluid. as its working substance and including a cylinder and a clutch-operating piston movable in said cylinder and valve means actuated by the operation of said gear-changing means for controlling the fluid pressure in said cylinder to bring about clutchdisengagement during changes of gear, together with motor driven centrifugal governor means, adjustable regulating means therefor and valve means actuated by said governor means for controlling the fluid pressure in said cylinder to bring about clutchdlsengagement when the motor turns at less than a. speed selectable by adjustment of said reguiating means.

15. In an automobile, a. clutch, clutch-operating power means, a clutch pedal operable for clutchdisengagement when the said power means is in clutch-engaging relation, a variable speed gear and gear-changing means, means actuated by the operation of said last named means for controlling said power means to disengage the clutch during changes of gear, means preselectively controlled for locking said power means to permit direct pedal operation of the clutch, said locking means becoming operative on bringing said power means into clutch-engaging relation, and means actuated by fully depressing the clutch pedal for bringing said power means into clutch-engaging relation to effect the locking thereof.

16. In an automobile, a clutch, power means for operating said clutch, a variable speed gear,

a movable support, a gear-changing member 1'u1 crumed in said support, gear selecting elements actuated by said gear-changing member, control means for said power means actuated by movement of said support from its normal position to bring about clutch-disengagement, means normally restraining said gear-changing member from actuating said selecting elements, said last named means being actuated by said control means, concurrently with the disensagement of the clutch, to release said gear-changing member for actuation of said selecting elements, and means for restoring said movable support to normal position on release of said gear-changing member to bring about re-engagement of the clutch and re-establish restraint of said gearchanging member after a change of gear has been effected.

17. In an automobile including a clutch, power means for operating said clutch and a variable speed gear, a gear-changing member, a movable fulcrum member pivotally supporting said gearchanging member and displaceable by manipulation thereof, a control connection between said fulcrum member and said power means operative to disengage the clutch on displacement of said fulcrum niember in either direction from a neutral position and means biasing said fulcrum member to neutral position; means restraining the gear-changing member against gear-changing movement, while the fulcrum member is in neutral position and retaining the control connection of the clutch operating power means in clutch disengaging position except when the gear-changing member is in one of its gearengaging positions.

18. In an automobile including a clutch, power operating means therefor and a variable speed gear, a slidable fulcrum member spring biased to a neutral position between two limits of travel,

a gear-shift lever pivotally mounted thereon, a control connection with said power means actuable by displacement of said fulcrum member in either direction from the neutral position to dis engage the clutch and a locking member actuated by said control connection and engaging a part of the gear-shift lever to restrain the latter against pivotal movement on the fulcrum member except when the control connection is in clutch disengaging position and to retain the control connection in clutch disengaging position as long as the gear-shift lever is in neutral position.

19; In an automobile, a motor, a clutch and power means for operating said clutch including a movable clutch operating member, a source of pressure fluid, such as a pump, giving continuous delivery, a delivery conduit giving permanent fre'e communication between said source and said member, a controllable relief valve in said conduit and control means for said valve responsive to motor speed to effect disengagement of the clutch below a selected motor speed.

20. In an automobile, a motor, a clutch and power means for operating said clutch, including a cylinder. a clutch operating member therein, a motor driven oil pump, a delivery connection giving constant free communication between pump and cylinder, a controllable relief valve communicating with the cylinder and means responsive to motor speed for controlling said relief valve to bring about clutch disengagement below a selected motor speed.

21. In an automobile, a motor, a clutch and power means for operating said clutch including a cylinder, a clutch operating member therein, a motor driven oil pump, a delivery connection giving constant free communication between pump and cylinder, a controllable relief valve communicating with the cylinder and centrifugal governor means for controlling said relief valve to bring about clutch disengagement below a selected motor speed.

22. In an automobile, a motor, a clutch and power means for operating said clutch including a cylinder, a clutch operating member therein, a motor driven oil pump, a delivery connection giving constant free communication between pump and cylinder, a controllable relief valve communicating with the cylinder, relief port means opened by the clutch operating member at the end of its power stroke to release excess oil from the cylinder, and means responsive to motor speed for controlling said relief valve to bring about clutch disengagement below a selected motor speed. a

23. In an automobile, a motor, a clutch and power means for operating said clutch including a cylinder, a clutch operating=member therein, a motor driven oil pump, a delivery connection giv ing constant free communication between pump and cylinder, a controllable relief valve communicating with the cylinder and centrifugal governor means for controlling said relief valve to bring about clutch disengagement below a selected motor speed, said controllable relief valve being of the pressure-balanced type to ensure equality of loading on the centrifugal governor in opening and closing the valve.

24. In an automobile, a motor, a clutch, clutch controlling means external to the clutch and responsive to motor speed for disengaging the clutch below a selected motor speed, a clutch pedal overriding said clutch controlling means, clutch pedal actuated means for disabling said clutch controlling means and preselectively controlled means for holding said clutch controlling means disabled.

25. In an automobile, a motor, a clutch,-clutch engaging spring means, clutch disengaging spring means overriding the engaging spring means, centrifugal means operative when the motor exceeds a selected speed to overcome the disengaging spring means and permit the engaging spring means to engage the clutch, a clutch pedal, means actuated by depression of the clutch pedal'for overcoming and thereby bringing out of action the disengaging spring means and preselectively controlled means for holding the disengaging spring means out of action.

26. In an automobile, a clutch, clutch-operating power-means, a variable speed gear, a manually operated gear-changing member, means actuated by displacement of said gear-changing member for controlling the clutch-operating power means so as compulsorily to bring about disengagement of the clutch during changes of gear, a clutch pedal and means independently controlled for selectively suppressing the action of the power means and holding them in clutchengaging relation and so as to permit the clutch to be directly operated by the pedal in the usual way atthe option of the driver.

27. In an automobile, a clutch, power means for operating said clutch, a variable speed gear, a gear-changing member, a movable fulcrum therefor displaceable by manipulation of said gear-changing member, control means for said power means actuated by displacement of said fulcrum from its neutral position to bring about clutch disengagement on initiating a change of gear and means for automatically restoring said support to neutral position on release of said gearchanging member to bring about re-engagement of the clutch after a change of gear has been effected.

28. In an automobile, a clutch, clutch-operating power .means, a clutch pedal operable for clutch disengagement when the-said power means is' in clutch-engaging relation, a variable speed gear and gear-changing means, means actuated by displacement of said last named means for controlling said power means to disengage the clutch compulsorily during changes of gear and independently controlled means for locking said power means in clutch-engaging relation to permit direct operation of the clutch by the pedal in the usual way at the option of the driver.

29. In an automobile, a motor, a clutch, clutchoperating power means, a variable speed gear, gear-changing means, means associated with said gear-changing means for controlling the clutchoperating power means to bring about disengagement of the clutch during changes of gear, a driven member adapted to be driven by said variable speed gear, anda free wheel device between said variable speed gear and said driven member acting in conjunction with the disengagement of the clutch to isolate the variable speedgear during changes of gear.

EDWARD HENRY JAMES CECIL GILLE'I'I.

DISCLAIMER 2,087,643.Edward Henry James Uecil Gi'llett, West Hampstead, London iEngland.

20, 1937. I Disclaimer filed January 20,- 1939, by the assignee,

Reduction Gears, Limited, the licensee, Borg-Warner Corporation, approving.

Herelg jfic'ial Gazette February 14,

enters this disclaimer to claim 2 in said patent.

a cylinder, a clutch operating member therein, a motor driven oil pump, a delivery connection giving constant free communication between pump and cylinder, a controllable relief valve communicating with the cylinder, relief port means opened by the clutch operating member at the end of its power stroke to release excess oil from the cylinder, and means responsive to motor speed for controlling said relief valve to bring about clutch disengagement below a selected motor speed. a

23. In an automobile, a motor, a clutch and power means for operating said clutch including a cylinder, a clutch operating=member therein, a motor driven oil pump, a delivery connection giv ing constant free communication between pump and cylinder, a controllable relief valve communicating with the cylinder and centrifugal governor means for controlling said relief valve to bring about clutch disengagement below a selected motor speed, said controllable relief valve being of the pressure-balanced type to ensure equality of loading on the centrifugal governor in opening and closing the valve.

24. In an automobile, a motor, a clutch, clutch controlling means external to the clutch and responsive to motor speed for disengaging the clutch below a selected motor speed, a clutch pedal overriding said clutch controlling means, clutch pedal actuated means for disabling said clutch controlling means and preselectively controlled means for holding said clutch controlling means disabled.

25. In an automobile, a motor, a clutch,-clutch engaging spring means, clutch disengaging spring means overriding the engaging spring means, centrifugal means operative when the motor exceeds a selected speed to overcome the disengaging spring means and permit the engaging spring means to engage the clutch, a clutch pedal, means actuated by depression of the clutch pedal'for overcoming and thereby bringing out of action the disengaging spring means and preselectively controlled means for holding the disengaging spring means out of action.

26. In an automobile, a clutch, clutch-operating power-means, a variable speed gear, a manually operated gear-changing member, means actuated by displacement of said gear-changing member for controlling the clutch-operating power means so as compulsorily to bring about disengagement of the clutch during changes of gear, a clutch pedal and means independently controlled for selectively suppressing the action of the power means and holding them in clutchengaging relation and so as to permit the clutch to be directly operated by the pedal in the usual way atthe option of the driver.

27. In an automobile, a clutch, power means for operating said clutch, a variable speed gear, a gear-changing member, a movable fulcrum therefor displaceable by manipulation of said gear-changing member, control means for said power means actuated by displacement of said fulcrum from its neutral position to bring about clutch disengagement on initiating a change of gear and means for automatically restoring said support to neutral position on release of said gearchanging member to bring about re-engagement of the clutch after a change of gear has been effected.

28. In an automobile, a clutch, clutch-operating power .means, a clutch pedal operable for clutch disengagement when the-said power means is' in clutch-engaging relation, a variable speed gear and gear-changing means, means actuated by displacement of said last named means for controlling said power means to disengage the clutch compulsorily during changes of gear and independently controlled means for locking said power means in clutch-engaging relation to permit direct operation of the clutch by the pedal in the usual way at the option of the driver.

29. In an automobile, a motor, a clutch, clutchoperating power means, a variable speed gear, gear-changing means, means associated with said gear-changing means for controlling the clutchoperating power means to bring about disengagement of the clutch during changes of gear, a driven member adapted to be driven by said variable speed gear, anda free wheel device between said variable speed gear and said driven member acting in conjunction with the disengagement of the clutch to isolate the variable speedgear during changes of gear.

EDWARD HENRY JAMES CECIL GILLE'I'I.

DISCLAIMER 2,087,643.Edward Henry James Uecil Gi'llett, West Hampstead, London iEngland.

20, 1937. I Disclaimer filed January 20,- 1939, by the assignee,

Reduction Gears, Limited, the licensee, Borg-Warner Corporation, approving.

Herelg jfic'ial Gazette February 14,

enters this disclaimer to claim 2 in said patent. 

